Improvement in railroad-switches



H. D. SPRAGUE. Railroad-Switch.

No. 221,196. I Paten1ed-Nov.4,1879.

' WITNESSES: I INVBNTOR:

we TTORNEYS.

N.PE\'ERS. FHOTLLLITHDGRAPHER. WASHINGTON,- D C.

' NIED STATES PATENT OFFICE,

HENRY D. SPRAGUE, OF PROVIDENCE, RHODE ISLAND, ASSIGNOR TO HIMSELF AND JAMES C. SHERIDAN, OF SAME PLACE.

IMPROVEMENT IN RAILROAD-SWITCH ES.

Specification forming part of Letters Patent No. 221,196. dated November 4, 1879; application filed March 5, 1879.

I To all whom it may concern:

switch. Fig. 2 is an underside view of the movable rails.

Similar letters of reference indicate corresponding parts.

The object of this invention is to furnish railroad-switches which shall be so constructed as to prevent trains from running off the track through a misplaced switch.

The invention consists in an improved railroad-switch formed by the combination of the springs, the three pairs of switch-rails, the connecting-bars, and the switch-bar with each other and with the rails of the tracks, as hereinafter fully described.

A represents the rails of the track, with which the rails B and O of the two tracks are to be connected by the switch.

D E are two switch-rails, which are connected at one end and pivoted to the ends of the rails A by chairs M. The other ends of the rails D E are attached to the switch-bar G, by which they are moved in the usual Way. The rails D E are also connected by a bar, H.

D E are the switch-rails, that form tracks in connection with the rails D E, respectively; and F F are two switch-rails, also forming a track.

The rails F F are attached at one end to the switch-bar G, and their other ends are tapered to fit against the inner sides of the rails D E near their pivoted ends, and are held against the said rails D E by springs I, placed upon the outer sides of the rails D E, and having bolts J attached to them, which pass through holes in the rails D E, and are attaohed to the tapered ends of the rails F F.

The rails D E are placed at the inner sides of the rails F F, and are attached at one end to the switch-bar G. The other ends of the rails D E are tapered upon their outer sides, and are placed'at such a distance from the said rails F F that the flanges of the carwheels may pass through readily.

. The rail D, at a little distance from its tapered end, is connected with the rail F by a bar, K, and. the rail E is connected with the rail F by a bar, L.

I With this construction, if a train upon the track B approaches-the switch, the Wheels pass along the rails F F to the rails D, and thence to the rails A. 'If a train upon the track 0 approaches the switch, the wheels pass along the rails D D, and the flanges of the wheels upon the rail D press the tapered end of the rail F inward against the tension of the spring I, which moves the tapered end of the rail D outward against the rail F, so that thewheels may pass from the rail D to the rail F, thence to the rail E, and thence to the rail A. The other wheels pass directly from the rail D to the rail A.

In case the switch is shifted so as to bring the rails E E in connection with the rails B, and therails F F in connection with the rails O, a train from. either of the tracks B G will pass safely to the track A, the switch-rails bein g moved into the proper place by the flanges of the wheels, in the same manner as herein-' before described.

WVith this construction a train from the track A will pass along the switch-rails F l to the track B or 0, according as the switch may be adjusted, and cannot get off the track,

as the said switch-rails F F are always con- HENRY D. SPRAGUE.

Witnesses:

WILLIAM B. W. HALLETT, OHAs. D. WAITE. 

